Minder



o. MINDER 2,619,079

MULTICYLINDER TWO-CYCLE INTERNAL-COMBUSTION ENGINE Nov. 25, 1952 5 Sheets-Sheet l Filed Jan. 4, 1951 OTTO MINDER.

Nov. 25, 1952 O. MINDER MULTICYLINDER TWO-CYCLE INTERNAL-COMBQSTION ENGINE 5 Sheets-Sheet 2 Filed Jan. 4, 1951 p E D m M o T T O K E N M T T A O. MINDER Nov. 25, 1952 MULTICYLINDER TWO-CYCLE INTERNAL-COMBUSTION ENGINE Filed Jan. 4, 1951 5 Sheets-Sheet 5 NOV. 25, 1952 Q MINDER 2,619,079

MULTICYLINDER TWO-CYCLE INTERNAL-COMBUSTION ENGINE Filed Jan. 4, 1951 5 Sheets-Sheet 4 VVE/V701?.

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Patented Nov. 25, 1952 MULTICYLINDER TWO-CYCLE INTERNAL- COMBUSTION ENGINE Otto VvMinder, Winterthur, Switzerland, assigner Ato Sulzer Freres, Societe Anonyme, Winterthur,

Switzerland, a corporation of Switzerland Application January 4, 1951, Serial No. 204,304 In Switzerland January 14, 1950 (Cl. 12S-70) 9 Claims. 1-

The present invention relates to'improved constructions of crosshead type multi-cylinder twocycle internal combustion engines having scavenging pumps placed on the long side of the engines.

Ihe weight of the frame of conventional engines of this type usually forms a considerable portion of the total Weight of the engine, because the frame must be sufficiently strong and rigid to withstand the stresses and moments produced by the operation of the engine, as well as by deformations of the supports,'for example, if the engine is used on a ship. The crosshead guides also require a heavy frame, because the supports for the guides must be 'extremely rigid to withstand the pressures acting on the guides.

It is an ob-ject Aof the invention to provide an improved crosshead type multi-cylinder internal combustion engine having scavenging pumps placed on the long side foi the engine, the new engine being lighter than conventional engines but having at least the same rigidity and resistance to stresses. This is accomplished by combining the housings or parts thereof of the scavenging pumps for two or more working cylinders to form a unit constituting a girder member extending along a long side of the motor and rigidlyconnected with the portion of the engine receive the crosshead guide pressures either directly bymounting the guides on the member or indirectly by forming the guides in the side of the girder member which is connected with the engine frame.

lThe girder member according `to the invention is preferably constructed as a box containing the scavenging pump cylinders, for providing utmost rigidity. The box girder may be in one piece or may consist of a plurality of boxes formed by the casings 'of the individual pumps, the boxes being connected, for example, by bolts. As amodification of the invention', the girder member may be in the form of a plate, one side of which is connected with the engine frame. the individual scavenging pump cylinders being arranged on the The pump cylinders may be integral with the plate girder or connected therewith by bolts, welding, or other conventional means. In a further modification, the girder'member consists of a plurality of plates Which are interconnected either directly 'or by means of the scavenging pump cylinders, for example, by welding or bolts.

The girder member according to the invention may comprise the casings of all scavenging pumps of the engine Vand extend over the whole length of the engine. In engines having less scavenging pump cylinders than working cylinders, the girder lmember may comprise the casings of all pumps and extend only over a part of the length of the engine. A construction in which the girder member comprises only a portion of the total number of the scavenging pump casings is Within the scope of the present invention. For example, two or Vthree or more pump casings may be combined in a girder member which connects either some or all posts of the engine frame. The individual girder elements may be independent of cach other or may be bolted or Welded together.

An advantage of the arrangements of the scavenging pumps according to the invention resides in the fact that a scavenging air receiver serving al1 Working cylinders can be placed immediately above the pumps and mounted on the cylinder block adjacent to the scavenging ports. The receiver can be so arranged that the pistons of the scavenging pumps can be reached and removed conveniently through openings in the receiver, which openings are normally closed by removable covers. However, it is no departure from the scope of the invention if the scavenging air receiver is arranged separately andconnected with the pumps by suitable conduits.

Further and other objects of the present invention will be hereinafter set forth in the accompanying specification and claims, and shown in the drawings which, by Way of illustration, show what I now consider to be preferred embodiments of my invention.

In the drawings:

Fig. 1 is a diagrammatic side view of an engine according to the invention;

Fig. 2 is a longitudinal sectional view of a part of an engine according to the invention;

Fig. 3 is a transverse sectional view of a part of the engine shown in Fig. 2, the section being made along line III- III in Fig. 2; Y

Fig. 4 is a transverse sectional view of a part of a modified engine according to the invention;

Figs. 5 to 10 are transverse sectional views of scavenging pump cylinders combined in various modified ways with a plate girder, according to the invention;

y Figs. 6a and 6b illustrate two modifications of a detail of a construction according'to Fig. 6:

Fig. 11 is a transverse sectional view of a further modication of an internal combustion engine according to the invention;

Figs. 12 and 13 are longitudinal sectional views of two modifications of a mechanical detail of an engine according to the invention.

Like parts are designated by like numerals in all gures of the drawings.

Referring more particularly to Fig. l, numeral I designates a girder member according to the invention extending over the whole length of the engine. Member I interconnects the posts 2 of the frame 3. A scavenging air receiver 5 is positioned immediately above the girder member `I and extends over the whole length of the engine serving all working cylinders 4. A Y

In the modification illustrated in Figs. 2 and 3, the casings of scavenging air pumps 6 form a girder element 3 which is connected with the engine frame 1. The side of element 8 connected with the engine frame forms guide faces 9 for the slippers I0 of the crossheads lI. The slippers are held to the guide faces by back plates I2 which are screwed to the girder element 3. Shims I3 are interposed between the crossheads II and the slippers I!) for correct placement of piston rods 21. Slipper II) is connected with piston rod I5 of the scavenging pump piston I6 by means of an arm I4. The latter is shown bolted to slipper I0, but may as well be welded thereto or integral therewith. Instead of rigid connection of the Working piston with the scavenging pump piston by means of an arm, a lever swingable about a stationary fulcrum and linked to the working piston and the pump piston may be provided, for example as shown in Fig. 12 or 13 which will be described later. The scavenging air is drawn from the atmosphere through nozzles I1 and conventional suction valves I8 and forced into receiver through outlet valves I9. The receiver is placed immediately above the scavenging pumps 6 and connected with the working cylinder at 2 I, so that the scavenging air passes directly into ports 22. Cover 23 of the scavenging pump cylinder serves as bottom for the scavenging air receiver 2B. The scavenging piston IS can be removed through opening 25 of the receiver after removal of covers 24 and 23, as indicated in dash-dot lines. Depending on the size of the engine, the scavenging ports can be cleaned from within the receiver or from the outside after removal of cover 24. The removed sludge drops on partition 28 between the interiors of the working cylinder and of the crank case and can be cleaned out upon removal of a cover 29 on the engine casing.

The Ypartition 20 is provided with a stufling box through which extends the piston rod 21.

In the modification illustrated in Fig. 4, separate guide face members 30 are provided which rest on girder element 8. The face members Sii, as well as back plates 3 I are provided with cavities 3B and 3|', respectively, for receiving a coolant; The girder element 5 consists of a plurality of individual boxes formed by the casings of the scavenging pumps 6 and interconnected by bolts, which are accessible through openings closed by covers 32 and nozzle units I1, as shown for example in Patent No. 2,507,336 to Georges Fig. 6 illustrates a girder comprising a plate 34 having apertures 35 adjacent to which Ithe cylinders 6 of the scavenging pumps are welded to the plate. The apertures may be circular as shown in Fig. 6a or longitudinal as shown in Fig. 6b or-may have another suitable configuration.

The girder element shown inFig. 7 comprises a plate 36 to which the pump cylinders 6 are individually secured by bolts.

Figs. 8 and 9 illustrate a modified girder element according to the invention, which comprises individual plates 31 which are interconnected by the scavenging pump cylinders 6 which are welded to the plates as shown in Fig. 8 or bolted as shown in Fig. 9.

, In the modification of the invention shown in Fig. 10, the girder member comprises individual panels 38 which are shown connected by bolts but may be connected by welding, each panel being connected with apump cylinder 6 forming an integral unit therewith.

Fig. 11 illustrates an engine frame consisting .of simple individual parts which are interconnected by welding. In this case, the guide faces 43 are not connected with or part of the longitudinal girder member but are mounted on transverse posts 39. Slippers 4I of crosshead 42 connected with piston rod 43 slide on lthe guide faces 40. The crosshead 42 is connected with pump piston rod 45 by means of an arm 44. Pump cylinders 45 are part of a longitudinal girder 41, the latter forming part of the engine frame. Girder 41 is built up of suitable plates welded to the scavenging pump cylinders 45 and interconnects the transverse posts 39 by being bolted to flanges 48 of the latter; Suction nozzles 49 are inserted in plates of girder 41 and communicate with suction valves 50.

Fig. 12 illustrates the drive mechanism of a scavenging air pump piston 53 which reciprocates in cyinder 5I forming part of a longitudinal girder member 52 which extends parallel to the crankshaft of the engine. The mechanism comprises a two-arm lever 5S pivoted at 51 to the engine frame and connected at one end with crosshead 54 by means of a link 55 and at the other end with the rod of the pump piston 53 by a link 55C The drive mechanism is lubricated by oil flowing from a source of supply and entering through a bore in pivot 51 and flowing through longitudinal bores in lever 56 to pins connecting its ends with the links 55 and 55. The latter are also provided with longitudinal bores for conducting lubricating oil to the pins connecting the links with the-crosshead and the pump piston rod. The lubricating oil conduits -are indicated by dotted lines in Fig. 12. Similar conduits may be provided for returning the oil to a source of supply.

Fig. 13 illustrates the adaptation of the invention to iiap pumps for the scavenging air. The shaft operating a flap 58 has an arm 6I which is connected with crosshead 59 by means of a link 60. Flap 58 swings in chamber 62 having a crosssectional configuration substantially conforming with a sector of a circle. The walls 63 of the chamber are part of a longitudinal girder positioned parallel to the crankshaft of the engine.

Fig. '13 shows that the invention is not limited to cylindrical piston pumps but can be adapted to any conventional pump by using the pump casing as part of a longitudinal girder for making the engine frame more rigid.

While I believe the above described embodiments of my invention to be preferred embodiments, I Wish it to be understood that I do not desire to be limited to the exact details of design and construction shown and described, for obvious modications will occur to a person skilled ,in the art.

Iclaim:

1. A multi-cylinder two-cycle internal combustion engine of the crosshead type and having a longitudinal side, comprising a plurality of scavenging air pumps, frame means, crosshead guide means connected With said frame means, and a longitudinal girder means rigidly connected with said frame means, said pumps having casing means rigidly connected with and forming part of said girder means.

2. A multi-cylinder two-cycle internal combustion engine as defined in claim 1, said crosshead guide means being propped against said girder means.

3. A multi-cylinder two-cycle internal combustion engine as defined in claim l, said girder means having a longitudinal side portion connected with said frame means and including said guide means.

4. A multi-cylinder two-cycle internal combustion engine as dened in claim 1, said girder means being constructed as a box and said pumps being contained therein.

5. A multi-cylinder two-cycle internal combustion engine as defined in claim 1, said girder means being composed of a plurality of interconnected box-like members containing said pumps.

6. A multi-cylinder two-cycle internal combustion engine as dened in claim 1, said girder means comprising a longitudinal plate means having one side connected with said frame means and having said pumps connected to its other side.

7. A multi-cylinder two-cycle internal combustion engine as dened in claim 1, said girder means comprising a plurality of plate means which are interconnected by the casing means of said pumps.

3. A multi-cylinder two-cycle internal combustion engine as dened in claim l, said girder means comprising a plurality of interconnected plate means to which the casing means of said pumps are rigidly connected.

9. A multi-cylinder two-cycle internal combustion engine as dened in claim 1, said guide means being disposed adjacent to said longitudinal girder means.

OTTO MINDER.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Numlber Name Date 1,585,095 Herkt May 18, 1926 1,779,596 Heydemann Oct. 28, 1930 1,836,635 Welling Dec. 15, 1931 2,155,068 Walti Apr. 18, 1939 2,228,097 Tobler Jan. 7, 1941 

